Concrete railway-tie.



E. 'N. GOODLETT. cowcaqs RAILWAY TIE. APPLICATIO N FILED FEB-3.1916

1 ,225,325. Patented May 8, 1917.

IN EN TOR.

Bf kw ATTORNEY E. N. GOODLETT. CONCRETE RAILWAY TIE.

APPLICATION FILED. FEB. 3,1916.

1,225,325. Patented May 8,1917.

2 SHEETS-SHEET 2.

EDGAR N. GOODLETT, OF SAN FRANCISCO, CALIFORNIA.

ooivenn'rn RAILWAY-TIE.

Specification of Letters Patent.

Patented May 8, 1917.

Application filed February 3, 1916. Serial No. 75,894.

To all "whom it may concern:

Be "it known that I, Enema N. Gooonn'rr, a citizen of the'U iited States, residing in the city and county of San Francisco, State of California, have invented a. new and use ful invention e' to wit, Improvements in Concrete'RailWay-Ties-of which the following is a specification. 1

The invention relates particularly to concrete railwey ties and has among its objects the cushioning of the shock between the rail and the tie; to render the center of the tie resilient; and. to prevent the ties becoming center-boi'ind in the ballast of the roadbed. Other objects and advantages will up earns the description progresses.

In "C58 specification and the annexed drawings, I illustrate the invention-in the form that I consider the best, but it is to be understood that I do not limit myself to such form, because the said invention may be embodied in other forms; and it is also to be understood that in and by the claims following the description I desire to cover the invention in whatever form it be embodied.

n the accompanying two sheets of draw in igure 1 'is 9. pers ective view looking down a section of res. bed having rails supported upon ties constructed in accordance with this invention.

Fig. 2 is afragmentary detail in cross section of a tie and insert block teken on the line II-'II of Fig. 1.

Fig. 3 is a detail in perspective of an insert block.-

Fig. {i is a plan view from above showing the' referred arrangement of the reinforcing ars in the sleeper section and the modi fied form of connecting rods introducing a.

linktherei-n. M

Fig. -5 is B. side elevation of the same.

In detail the structure illustrated in the drawings includes the end structures,1-1 joined by connecting bars 22 embedded therein. The end section consists'of asuitable, mixture of concrete composed of cement,-sand;gravel; and water in the proper proportions mixed and cast in suitable molds :to' form the end sections substan- These sections are cast around a corefigzed in'theimold to form therecess 3 preferably. extending about two tially iz-as' "shownthirds the depth of the end section. The

hole 5 extends from the bottom oijltheme-- ccss through the base of the tie. The lower portions of each section arereinforcedfby the longitudinal burs G-6 beneath the recess 3 and parallel with its sidesr-nnd the superimposed cross bars 7-7 extending transversely beneath the recess 3 onbppd site sides of the hole 5, and adjacent thereto.

All four sides of the. recess 3 taper slightly downward, end the some is true of the hole 5, although notpnrticulnr-lyimportant with respect to't his bole .oyexcept to facilitate the removaldfvthecorcl The" recess 3 is preferably rectu nguln r. having slightly rounded dlidflfilletgliiiu ers andbars 77 and 6-6-being at their respective 'lev'els befdie the mold is entirely filled. The ends of the connect mg bars 2-2 project into th'e'niold "and are permanently embedded in the end sec tions 1+1. It is advisable to cross-tie these connecting burs as :it 9 to prevent them from syn-ending and (trucking the concrete if roughly handled in setting and ballisting the tie in the roudbed. The end'sections 11 are identical in construction: The insert blochslf) are a very important element in this invention. They sper from the top to the bottom on all four ..idcs ii'nd i are intended. to exactly: fit thei eesscs fi snugly. with suflicien't "friction to permsnently engage the walls or the ree snith out too much wedging action lil ducc fractures through the concrete strum turc emanating from. the recess opening.

It is important that the taper of. the' wnlls of the block be purnllel vith';tlietaper of the walls of the recess. 'l.l'1e depth of the block is such, bottom .8," surface ll will .be above the surface '12 of the end section... They is preferably hide in tivqsecti'ons 8S1 that when it rests upon the trated in Fi Thelng ei ditis ic 11* of. the 'loc fennblgiijig it to. adjust i f felf "The-divided tied;

better to the recess"31 also absorbs traflic shocks better than a single block, and also has economic advantages.

The ties are spaced in the roadbed in accordance with common practice with the exceptional advantage that the ballast can be tamped harder in the center of the roadway and left less hard around the end sec- ;ion to induce lateral drainage from the center of the roadbed, in contradistinction to the practice where Wooden ties are used, tamping hard\ under the rails or under the ends of the ties and leaving the center as free as possibleto prevent the ties becoming centerbound; this type of tamping tending to puddle the water in the center of the roadbed, resulting in the gradual undermining of the ties in wet weather with attendant danger to traffic.

The rails are laid. across the ties and rest upon the surfaces lLof the insert blocks to which they are spiked or screwed in the usual manner. It is desirable that the base of the rail be exactly centered between the ends of the end sections 1, so that the lateral sup orting power of the end section is equal on. th sides of the rail. The open center or gap in the tie is slightly less than the length of one end section, this distance varying slightly with the gage of the railway, the conditions of tratlic thereover or other considerations. Tie plates between the rail and the tie may be omitted, except in uns usual circumstances, as practice has proven that the rail embeds but slightly in the surface of theinsert block if a reasonably good duality. of wood is available for the insert block.

A tie with an open resilient center, an

most of the evils attending the use of a tie with a: relatively uniform, longitudinal,

' cross-section as commonly used.

A wide, open center in the tie saves material and reduces first cost. A resilient open center without supporting capacity on the ballast of the roadbed prevents the tie from becoming centerbound, or hanging up in the center, as it is colloquially expressed. The resilient or s ringy center in the tie permits a certain in ependent vertical movement in the opposite end sections of the tie, whereby a depression of one end section does not necessarily mean upward or elevatingtendency on the o posite end; lateral teetering of the tie with the center of the roadbed as a fulcrum is entirely eliminated. The use of this tie greatly reduces side rocking and Wear and tear on the rolling stock passing over the railway.

Concrete as a material for railway ties is ideal except for one disadvantage, it tends to crumble when directly exposed to the heavy pounding of heavy trafiic transmitted rectly supports. The insert blocks areforced into the recess3 by the weight of the traffic until they rest against the bottom 8 of the recess, the compression of the wooden block exerting a lateral friction against the walls of he recess 3, easing the block in its descent into the recess, the block absorbing the shock and vibration of the passing traffic, transmitting only the dead weight to the concrete portion of the ties, which it is admirably adapted to support when relieved of the disintegrating stresses which are absorbed in the insert block. Reinforcement of the concrete is reduced to the minimum, and that is concentrated beneath the block and located adjacent to the base of the tie, to take the ultimate load on the tie and distribute it uniformly throughout the area of the base thereof, resting upon the roadbed Owing sexpansion, chemical and other actions, reinforcement tends to induce fractures if indiscriminately distributed throughout the mass of concrete.

For convenience in handlingand to give greater flexibility to the -center of the tie, the rods 2 of the opposite end sections may be joined by the links l3--13 as illustrated in Figs. 4 and 5. This form is advantageous where labor is scarce and it is desirable to handle one end section of the tie at a time, ]0lI1lI1g and closing the links l3'13 after the opposing sections'are set in the roadbed.

to unequal contraction and Having thus described my 1nvention,-I

claim 1. A railway ti e including a plurality of sections joined by resilient rods and havin recesses therein tapering downwardly; an tapered blocks fitting said recesses, each section being formed with a hole running from the lower face thereof to the recess therein to receive a block dislodg'ing tool.

2. A railway tie including concrete end sections with recesses therein tapering downwardly; removable compressible blocks frictionally engaging the walls of said rccesses; and rods joining said end sections each section being formed with an unobstrilicted hole to receive a block dislodging too 3. A railway tie including concrete end section: with downwardly tapering recesses therein opening in the center of the tops of said end sections; blocks fittin said recesses, and -continuous resilient rods joining said end sections and embedded therein.

4.- A railway'tie including concrete end sections with downwardly tapering recesses therein opening in the center of the tops of said end sections; blocks fitting said recesses, and continuous resilient joinlng rods embedded in the ends of said'end sections.

5. A railway tie including concrete end sections with recesses therein tapering downwardly; pairs of'blocks combined and shaped to fitsaid recesses and projecting above said end sections; and resilient joining rods embedded in Sflldfllld sections.

6. A railway tie including concrete end sections with recesses therein tapering dowinmrdly and having openings 1n the bottoms thereof spaced inward from the sides of said recesses; blocks frictionally engaging the walls of said recesses and normally supported sligl'ltly above the bottoms thereof; and oining rods embedded in the endsof said end sections.

7. A railway tie including concrete end sections with longitudinal recesses therein tapering downwardly and having openings in the bottoms thereof spaced inward from and longitudinal reinforcingbars below said transverse reinforcing bars embedded in said end sections.

In testimony whereof, I have hereunto set my hand at San Francisco, California, this 21st day of January, 1916.

EDGAR N. GOODLETT.

In presence of BALDWIN VALE.

sections; trans-- verse reinforcing bars beneath sald recesses 

